D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL

ARCHITECTURAL RECONNAISSANCE Rͳ3SURVEY, FRLO SEGMENT ΈSEGMENT 3Ή
June 2016

Architectural Reconnaissance Survey for the

Washington, D.C. to Richmond, Virginia High

Speed Rail Project  

Franconia to Lorton (FRLO) Segment,  

Fairfax County  
Architectural Reconnaissance Survey for the 

Washington, D.C. to Richmond, Virginia 

High Speed Rail Project

Franconia to Lorton (FRLO) Segment

Fairfax County

DHR #2014-0666

by

M. Chris Manning, Earl Proper, 

Adriana Lesiuk, and Heather Dollins Staton 

Prepared for

Virginia Department of Rail and Public Transportation

600 E. Main Street, Suite 2102 

Richmond, Virginia 23219 

Prepared by

DC2RVA Project Team

801 E. Main Street, Suite 1000

Richmond, Virginia 23219 

June 2016 

June 7, 2016 

Kerri S. Barile, Principal Investigator Date 
D.C. to Richmond Southeast High Speed Rail i Architectural Reconnaissance Survey, FRLO Segment 

ABSTRACT 

Dovetail Cultural Resource Group (Dovetail), on behalf of the Virginia Department of Rail and 

Public Transportation (DRPT), conducted a reconnaissance-level architectural survey of the 

Franconia to Lorton (FRLO) segment of the Washington, D.C. to Richmond Southeast High 

Speed Rail (DC2RVA) project. The proposed Project is being completed under the auspices of 

the Federal Rail Administration (FRA) in conjunction with DRPT. Because of FRA’s 

involvement, the undertaking is required to comply with the National Environmental Policy 

Act (NEPA) and Section 106 of the National Historic Preservation Act of 1966, as amended. The 

project is being completed as Virginia Department of Historic Resources (DHR) File Review 

#2014-0666. 

The DC2RVA corridor is divided into 22 segments and this document focuses on the FRLO 

segment only. This report includes background data that will place each recorded resource 

within context and the results of fieldwork and National Register of Historic Places (NRHP) 

evaluations for all architectural resources identified within the FRLO segment.

All other segments will be discussed in additional reports. For the purposes of the current 

report, the architectural area of potential effects (APE) is defined as extending 500 feet on either 

side of the center of the preferred alternative plus any areas where alterations to a resource’s 

setting and feeling are likely to occur as a result of the project. This report details the findings of 

buildings, objects, and districts over 48 years of age within the APE (the age limit was 

developed to correspond with the anticipated 2017 architectural survey completion date). All 

structures that meet the NRHP 48-year age criteria within the architectural APE of the DC2RVA 

corridor will be included in one subsequent report. The results of the archaeological survey are 

also discussed in separate reports. 

In total, the DC2RVA Project Team surveyed 62 historic architectural resources within the 

architectural APE within the FRLO segment. Of these, two previously recorded and 60 newly 

recorded historic resources were identified. The Project Team recommends that all 62 of the 

resources documented as part of the current survey are not eligible for the NRHP.

 
D.C. to Richmond Southeast High Speed Rail ii Architectural Reconnaissance Survey, FRLO Segment 

TABLE OF CONTENTS 

ABSTRACT .................................................................................................................................................. i 

TABLE OF CONTENTS ............................................................................................................................ ii 

1. INTRODUCTION ...................................................................................................................... 1-1 

1.1 Project Location .......................................................................................................................... 1-3 

1.2 Project Description ..................................................................................................................... 1-6 

1.3 CURRENT STUDY ................................................................................................................ 1-6 

2. HISTORIC CONTEXT ............................................................................................................... 2-1 

2.1 Fairfax County ............................................................................................................................ 2-1 

2.1.1 Anglo Settlement and the Establishment of Fairfax County .................................. 2-1 

2.1.2 Early Industries and the Revolutionary War ............................................................ 2-2 

2.1.3 The Antebellum Years .................................................................................................. 2-3 

2.1.4 The Civil War in Fairfax County ................................................................................. 2-3 

2.1.5 Into the Twentieth Century ......................................................................................... 2-4 

2.1.6 World War I to World War II (1917–1945)................................................................. 2-4 

2.1.7 The New Dominion to Present .................................................................................... 2-5 

3. METHODOLOGY ...................................................................................................................... 3-1 

4. BACKGROUND REVIEW ........................................................................................................ 3-1 

4.1 Previous Surveys ........................................................................................................................ 4-1 

4.2 Previously Recorded Cultural Resources ............................................................................... 4-5

5. RESULTS ..................................................................................................................................... 5-1 

5.1 Previously Recorded Resources ............................................................................................... 5-1 

5.2 Newly Recorded Resources ...................................................................................................... 5-5 

6. SUMMARY AND RECOMMENDATIONS ........................................................................... 6-1 

7. REFERENCES ............................................................................................................................. 7-1 

APPENDIX A: BACKGROUND REVIEW TABLE ........................................................................... A-1

 
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail iii Architectural Reconnaissance Survey, FRLO Segment 

LIST OF FIGURES 

Figure 1-1: SEHSR Corridor .................................................................................................................. 1-2

Figure 1-2: DC2RVA Project Corridor .................................................................................................. 1-4

Figure 1-3: DC2RVA Project Segments ................................................................................................ 1-5

Figure 5-1: Detail of Project Segment FRLO ........................................................................................ 5-2

Figure 5-2: Previously Recorded Resources ........................................................................................ 5-3

Figure 5-3: Previously Recorded Resources ........................................................................................ 5-4

Figure 5-4: Newly Recorded Resources ............................................................................................... 5-8

Figure 5-5: Newly Recorded Resources ............................................................................................... 5-9

Figure 5-6: Newly Recorded Resources ............................................................................................. 5-10

Figure 5-7: Newly Recorded Resources ............................................................................................. 5-11

Figure 5-8: Newly Recorded Resources ............................................................................................. 5-12

Figure 5-9: Newly Recorded Resources ............................................................................................. 5-13

LIST OF TABLES 

Table 5-1: Previously Recorded Resources Identified During the Current Survey ...................... 5-1

Table 5-2: Newly Recorded Resources Identified During the Current Survey .............................. 5-5

Table 6-1: Summary of Identified Resources and Recommendations ............................................. 6-1

Table A-1: Previously Recorded Resources Within 0.5 Miles 

of the Architectural APE .................................................................................................... A-1
D.C. to Richmond Southeast High Speed Rail 1-1 Architectural Reconnaissance Survey, FRLO Segment 

INTRODUCTION 

Dovetail Cultural Resource Group (Dovetail), on behalf of the Virginia Department of Rail and 

Public Transportation (DRPT), conducted a reconnaissance-level architectural survey of the 

Franconia to Lorton (FRLO) segment of the Washington, D.C. to Richmond High Speed Rail 

(DC2RVA) project. In addition to the reconnaissance-level survey, this project includes a 

background review and historic context for the FRLO segment. The project is being completed 

as Virginia Department of Historic Resources (DHR) File #2014-0666. 

The Federal Railroad Administration (FRA) and DRPT propose passenger rail service and rail 

infrastructure improvements in the north-south travel corridor between Washington, D.C. and 

Richmond, VA. These passenger rail service and rail infrastructure improvements are 

collectively known as the DC2RVA project (Project). The Project will deliver higher speed 

passenger rail service, increase passenger and freight rail capacity, and improve passenger rail 

service frequency and reliability in a corridor shared by growing volumes of passenger, 

commuter, and freight rail traffic, thereby providing a competitive option for travelers going 

between Washington, D.C. and Richmond and those traveling to and from adjacent connecting 

corridors. The Project is part of the larger Southeast High Speed Rail (SEHSR) corridor (Figure 

1-1), which extends from Washington, D.C. through Richmond, VA, and from Richmond 

continues east to Hampton Roads (Norfolk), VA and south to Raleigh, NC, and Charlotte, NC, 

and then continues west to Atlanta and south to Florida. The Project connects to the National 

Railroad Passenger Corporation (Amtrak) Northeast Corridor (NEC) at Union Station in 

Washington, D.C. 

The purpose of the SEHSR program, as stated in the 2002 Tier I Final Environmental Impact 

Statement (EIS) completed for the full SEHSR corridor, is to provide a competitive 

transportation choice to travelers within the Washington, D.C. to Charlotte travel corridor. The 

purpose of the current Washington, D.C. to Richmond SEHSR project described here is to fulfill 

the purpose of the SEHSR Tier I EIS within this segment of the larger SEHSR corridor. The 

Project, by increasing rail capacity and improving travel times between Washington, D.C. and 

Richmond, will improve passenger train performance and reliability in the corridor, enabling 

intercity passenger rail to be a competitive transportation choice for travelers between 

Washington, D.C. and Richmond and beyond. 

Given FRA’s funding involvement and permitting through various other federal agencies, the 

DC2RVA project is required to comply with Section 106 of the National Historic Preservation 

Act of 1966, as amended, and its implementing regulations under 36CFR800. Additionally, all 

cultural resource work was designed to comply with the Virginia Antiquities Act (Code of 

Virginia § 10.1-2300) and guidelines and regulations promulgated by the DHR as necessary. 

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SEHSR Corridor

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INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-3 Architectural Reconnaissance Survey, FRLO Segment 

1.1 PROJECT LOCATION 

The Washington, D.C. to Richmond corridor spans 123 miles along an existing rail corridor 

owned by CSX Transportation (CSXT) between Control Point RO (milepost [MP] CFP 110) in 

Arlington, VA to the CSXT A-Line and S-Line junction at MP A-11 in Centralia, VA 

(Chesterfield County) (Figure 1-2). For the purposes of engineering and environmental 

planning, the DC2RVA corridor has been subdivided into 22 segments that correspond with 

improvements and alternatives, and as such have been named and numbered from north to 

south (Figure 1-3). At the northern terminus in Arlington, VA, the Project limit ends at the 

southern approach to Long Bridge, a double-track rail bridge taking the rail corridor over the 

Potomac River; however, the northern terminus of Union Station in Washington, D.C. will be 

used for ridership and revenue forecasting, as well as service development planning within the 

Project corridor. The southern terminus in Centralia is the junction of two CSXT routes that 

begin in Richmond and rejoin approximately 11 miles south of the city. 

Additional segments of the Project include approximately 8.3 miles of the CSXT Peninsula 

Subdivision CA-Line from Beulah Road (MP CA-76.1) in Henrico County, VA to AM Junction 

in the City of Richmond, and the approximately 26-mile Buckingham Branch Railroad (BBR) 

from AM Junction to the Richmond, Fredericksburg & Potomac Railway (RF&P) Crossing (MP 

CA-111.8) in Doswell, VA. 

Proposed improvements are along CSXT-owned track, generally parallel to the I-95 corridor 

between northern Virginia and Richmond. From north to south, the project travels through the 

following counties and cities: 

 Arlington County 

 City of Alexandria 

 Fairfax County 

 Prince William County 

 Stafford County 

 City of Fredericksburg 

 Spotsylvania County 

 Caroline County 

 Hanover County 

 Henrico County 

 City of Richmond 

 Chesterfield County 

In Arlington, the Project connects to existing CSXT track extending across the Potomac River on 

the Long Bridge into Washington, D.C. and Union Station, the southern terminus of Amtrak’s 

Northeast Corridor (NEC). At Centralia, the Project connects to both the Richmond to Raleigh 

segment of the SEHSR corridor and the Richmond to Hampton Roads segment of the SEHSR 

corridor. The Washington, D.C. to Richmond segment is an integral part of the overall 

 
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DC2RVA Project

Corridor

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

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Miles

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INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-6 Architectural Reconnaissance Survey, FRLO Segment 

Washington, D.C. to Charlotte SEHSR corridor and provides a critical link between high speed 

intercity passenger service from Boston to Washington, D.C. and the southeastern United States. 

1.2 PROJECT DESCRIPTION 

The DC2RVA project will include specific rail infrastructure improvements and service 

upgrades intended to improve the travel time, service frequency, and on-time performance of 

passenger trains operating between Washington, D.C. and Richmond, VA. Specific 

improvements to the existing rail infrastructure between Arlington, VA, and Centralia, VA 

include: 

 Corridor-wide upgrades to existing track and signal systems to achieve higher operating 

speeds, including curve realignments, higher-speed crossovers between tracks, passing 

sidings, and grade crossing improvements. 

 Corridor-wide improvements to train operating capacity to achieve higher passenger 

train service frequency and reliability, including an additional main track along most of 

the corridor, and additional controlled sidings, crossovers, yard bypasses and leads, and 

other capacity and reliability improvements at certain locations. 

 Station and platform improvements for Amtrak and Virginia Railway Express (VRE) 

stations. 

The Tier II EIS being completed for the Project will assess the environmental impacts of these 

improvements and identify ways to avoid, minimize, or otherwise mitigate such impacts. 

The Project may include locations for new or replacement intercity passenger stations on the 

Project corridor, and additional rail capacity and other improvements in the Richmond area, 

including on the CSXT Peninsula Subdivision from AM Junction in Richmond, VA (just north of 

Main Street Station) east to Beulah Road in Henrico County, and and on the bypass areas 

around the town of Ashland, VA and the City of Fredericksburg, VA. 

Studies in support of the Project will address passenger and freight rail operations and service 

between Union Station in Washington, D.C. and Richmond and beyond, but the Project does 

not include physical improvements to the Long Bridge across the Potomac River or to rail 

infrastructure within Washington, D.C. Other projects will address improvements to the rail 

infrastructure north of Arlington and south of Centralia along the SEHSR corridor. 

1.3 CURRENT STUDY 

The current study included a reconnaissance architectural survey of the FRLO segment of the 

DC2RVA corridor (See Figure 1-3). The architectural survey was conducted to evaluate both 

previously recorded properties that have not been evaluated for the National Register of 

Historic Places (NRHP), as well as any unrecorded resource over 48 years in age (the age limit 

was developed to correspond to the anticipated 2017 architectural study completion date). Any 

property in the area of potential effects (APE) that has been previously determined to be 

eligible, or is listed in, the NRHP was briefly reviewed to assure that the characteristics that 

rendered the property eligible are still intact. For the purposes of the current report, the 

architectural APE is defined as extending 500 feet on either side of the center of the existing 

railroad alignment, except in urban 
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-7 Architectural Reconnaissance Survey, FRLO Segment 

areas, where the APE is limited to one city block to either side of the existing rail centerline, plus 

any areas where alterations to a resource’s setting and feeling are likely to occur as a result of 

the Project. All structures that meet the NRHP age criteria within the architectural APE of the 

DC2RVA corridor will be included in a subsequent report spanning the entire 123-mile corridor. 

In addition, the results of the archaeological survey are discussed in separate documents. 

Each resource was evaluated with regard to NRHP Criterion A, for its association with events 

that have made a significant contribution to the broad patterns of our history; Criterion B, for its 

association with people significant in our nation’s history; Criterion C, for its embodiment of 

distinctive characteristics of a type, period, or method of construction, or that represent the 

work of a master, or possess high artistic values. As part of the current survey, these 

architectural resources were not evaluated under Criterion D for their potential to yield 

information important in history. Criteria considerations were taken into account only where 

necessary. 

The area within the Project APE was first reviewed through an architectural and historical 

background literature and records search at DHR. The APE was then visually inspected 

through a vehicular and pedestrian reconnaissance to identify buildings, objects, and districts 

over 48 years in age where a NRHP determination had not been made. Once identified, each 

resource was evaluated for architectural significance and historic and physical integrity. The 

resources were documented through written notes and digital photographs. The information 

obtained during the survey was then used to update or generate a new DHR Virginia Cultural 

Resource Information System (V-CRIS) form and to make recommendations on each resource’s 

NRHP potential. 
D.C. to Richmond Southeast High Speed Rail 2-1 Architectural Reconnaissance Survey, FRLO Segment 

HISTORIC CONTEXT 

As part of this undertaking, a historic context of each municipality within the APE was 

compiled. The FRLO segment is located within Fairfax County. Because this report discusses 

the architectural component of this project, only the historic period context for Fairfax County is 

included below. The prehistoric context for this area will appear in a separate archaeological 

report. 

2.1 FAIRFAX COUNTY 

Although early exploration of modern-day Fairfax County began with Captain John Smith’s 

treks up the rivers of the Chesapeake Bay from 1607–1609 (Geddes 1967:7), the roots of Fairfax 

County history lie in the many transactions of land that occurred throughout the seventeenth 

and eighteenth centuries. These transactions formed the modern-day boundaries of counties 

and cities within the Commonwealth of Virginia and defined the land development that 

extends from the earliest eras of expansion to the contemporary period. 

2.1.1 Anglo Settlement and the Establishment of Fairfax County 

Fairfax County was born out of a 5.2-million-acre plat of land given by King Charles II to John 

and Thomas Culpeper, investors in the Virginia Company, in 1649 (Geddes 1967:9; Poland 

1978:7). The Culpepers deeded the majority of this land to Thomas Fairfax, Sixth Baron Fairfax 

of Cameron, at the end of the seventeenth century. In 1702, Robert “King” Carter was employed 

as land agent and proprietor for Lord Fairfax to manage his property in the colonies, in an area 

referred to as the Northern Neck. 

Prior to 1649, the entire Northern Neck had been designated by the Assembly as one large 

county, called Northumberland. As the population grew and spread north and west, new 

counties were created. In 1653, Westmoreland County was founded, comprising the majority of 

the northern portion of Northumberland. Stafford County was then created from the northern 

portion of Westmoreland in 1664 (Netherton and Sweig 1978). In each case, the new county 

encompassed the area between its southern border and the Potomac River. 

On July 9, 1730 the Assembly passed laws that established the area north of the Chopawamsic 

estuary in what was then Stafford County as a new parish and county, known as Prince 

William. Fairfax County was created in 1742 from the northern portion of Prince William 

County. In 1757, the western two-thirds of Fairfax County became Loudoun County. The 

county was again divided in 1789, when part of Fairfax County was given to the federal 

government to form Alexandria County of the District of Columbia. Alexandria County was 

returned to Virginia in 1846, reduced in size by the secession of the independent city of 

Alexandria in 1870, and renamed Arlington County in 1920. 

2
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-2 Architectural Reconnaissance Survey, FRLO Segment 

The first settlers to populate the region came from England and Scotland before the Industrial 

Revolution, hoping to establish themselves and their posterity in power by means of land 

ownership (Evans 1989:24). The earliest settlements in Fairfax County were located along the 

Potomac River. It is also where some of the county’s most prominent families built their homes, 

which include Mount Vernon, home of George Washington, Belvoir, the home of the William 

Fairfax family, and Gunston Hall, home of George Mason (Sweig 1995). The first town 

established in what is now Fairfax County was Colchester, a tobacco port and ferry crossing on 

the Occoquan River, founded in 1753. 

2.1.2 Early Industries and the Revolutionary War 

Following in the Virginia tradition, Fairfax County relied on monoculture tobacco cultivation 

and the associated slave trade as a primary source of income throughout the eighteenth century. 

Tobacco cultivation required intensive labor and relied on enslaved laborers for its profitability. 

The earliest settlements consisted of simple warehouses and wharfs located along the rivers and 

creeks of eastern Fairfax County. Here, colonists loaded tobacco, exchanged slaves, and 

repaired ships. These landings existed as early as 1710 and would shift location as the estuaries 

meandered and silted in (Scheel 1993). 

Belmont Bay, Occoquan Bay, and the mouth of Pohick Creek were deep enough to 

accommodate large sea vessels running goods from tobacco warehouses and ports in the Mason 

Neck area prior to siltation. Virginia trade was mostly confined to England, and the transport of 

goods was limited to seagoing vessels until the development of dependable roadways prior to 

1750. Establishment and control of trade roads that connected inland plantations to wharfs and 

storehouses along the rivers of the Chesapeake Bay proved to be a necessary and contributing 

element to the economy (Netherton and Netherton 1992). 

As the waterways of eastern Fairfax became impassable to larger ships, the Native American 

footpaths were quickly transitioned into roadbeds and toll roads. Early Occoquan merchants 

relied on the Potomac Path, later called the King’s Highway, which ran along ridgetops 

between Pohick Run and Bull Run, connecting Alexandria to Fredericksburg (Vitucci and 

Ruehrwein 1991:24). As industry demands grew, the need for a more extensive road network 

led to the creation of Ox Road, which would become a major north-south thoroughfare of the 

region (Netherton and Netherton 1992). 

As the century turned and the grain, vegetable, flax, and livestock needs of the cities along the 

eastern seaboard took over the economic hold that tobacco had kept for nearly a century, old 

family estates broke up, giving way to smaller farmsteads that relied less on enslaved labor. 

This transition and the fall of the plantation lifestyle led to economic recession and agricultural 

stagnation. During the agricultural collapse in Fairfax County, buying and selling of slaves in 

and out of the county became a viable economic strategy (Netherton and Sweig 1978:263). These 

trends, as well as the turmoil and trade embargoes of the War of 1812, brought about significant 

change; the decennial censuses from 1790 to 1840 showed a decline in population. For the first 

time since its settlement, Fairfax County oriented itself to the west instead of towards its 

transatlantic past (Netherton and Netherton 1992). 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-3 Architectural Reconnaissance Survey, FRLO Segment 

2.1.3 The Antebellum Years 

Lured by cheap farmland and a longer growing season, New York and New England natives 

migrated south to Fairfax County from the 1830s to the 1850s. Although years of tobacco 

cultivation left a swath of land destitute and with little agricultural potential, the new 

agriculturalists used modern nutrient science and farming techniques to make agriculture a 

sustainable element of the economy in Fairfax County (Netherton and Netherton 1992; 

Netherton and Sweig 1978:258–263). As the nearby urban cores of Washington, D.C. and 

Alexandria expanded (combined population of 90,000 in 1860), the proximity of fresh 

agricultural goods made the agricultural industry in Fairfax County profitable again (Netherton 

and Netherton 1992:13). Movement of agricultural goods was possible due to the expanding 

road, rail, and canal systems of northern Virginia. 

Northern Virginia’s turnpike era lasted from 1795 to the early 1850s and resulted in the 

construction of a trunk network of roads in the region. The first turnpike in the nation, Little 

River Turnpike Company, was established in 1795 to combat the deteriorating condition of the 

roadbeds. Tolls were collected on the turnpike until 1896, when Virginia’s network of highways 

was expanded to include the turnpike (Geddes 1967:19–23). This road construction resulted in 

the creation of the main Potomac River bridges: Chain Bridge (initial construction in 1797 and 

rebuilt multiple times); the “Long Bridge” (1809, currently named the Fourteenth Street Bridge); 

and the Aqueduct Bridge (1843, replaced by the current Key Bridge in 1923). These roads and 

bridges directed the growth and development of Fairfax County until the 1950s (Netherton and 

Netherton 1992:8). 

In 1802, work was completed on the Pawtomack Canal, the first element of a greater network to 

the west centered on canal and river movement along the Potomac. Although hailed as the 

foremost engineering achievement in North America at the time (Netherton and Netherton 

1992:9), the project did not ensure financial success for its backers. Its end came in 1828, when 

the Chesapeake and Ohio Canal Company was organized to build a canal on the Maryland side 

of the river, capable of operating at extremely high and low water levels—a downfall of the 

Pawtomack Canal (Netherton and Netherton 1992). 

Northern Virginia efforts to compete in the railroad boom of the mid-nineteenth century failed. 

Earlier efforts in Maryland (Baltimore and Ohio Railroad, circa 1828) had connected Winchester 

and Baltimore, Maryland. Fairfax County entered the competitive railroad industry in 1852 with 

the Alexandria, Loudon, and Hampshire Railroad, intended to link Washington, D.C. and the 

coal fields in the west (Netherton and Netherton 1992). This effort came too late and 

competition from across the river kept expansion minimal. 

2.1.4 The Civil War in Fairfax County 

With its close proximity to the nation’s capital and strategic location between the great powers 

of the north and south, Fairfax County played an important role during the American Civil 

War. Two significant battles took place within the bounds of the county: the Battle of 

Dranesville (December 1861) and the Battle of Chantilly (September 1862, also known as Ox 

Hill). 

The Battle of Dranesville (site located at the intersection of Route 7 and Reston Avenue) was a 

psychological victory for the Union, occurring after two disappointing engagements at Bull Run 

and Ball’s Bluff. The conflict was brief, lasting just the day of December 20, 1861. Led by 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-4 Architectural Reconnaissance Survey, FRLO Segment 

Brigadier General Edward Ord, Union infantry engaged Confederate infantry troops at the 

small crossroads town and inflicted a disproportionate number of casualties. Brigadier General 

J.E.B. Stuart’s Confederate troops lost 194 personnel, while the federal presence only incurred 71 

losses (Besch and Bako 1993; National Park Service 2002a). 

The Battle of Chantilly (site located north of Interstate 66 and south of Route 50) was an 

inconclusive engagement that occurred in the immediate shadow of the Second Battle of Bull 

Run on September 1, 1862. As Union troops retreated from Bull Run, Confederate Major 

General Thomas “Stonewall” Jackson ordered his troops to engage against two divisions of 

federal troops, led by Major Generals Philip Kearny and Isaac Stevens. Confederate personnel 

killed both Union generals and forced Major General George McClellan to assume command of 

the Federal troops located around the nation’s capital. The Union army incurred 1,300 losses, 

while Confederate forces lost 800 soldiers (National Park Service 2002b). 

Fairfax County’s quick reconstruction following the Civil War was due in part to the availability 

of materials for rebuilding. Stockpiles of military supplies were salvaged or auctioned off at 

reduced rates, making the reconstruction of physical infrastructure relatively inexpensive 

compared to other counties in the state. In addition, an influx of new citizens from the North 

and Midwest (similar to the population boom of the 1830s–1840s) brought “new energy, capital, 

and enterprise” (Netherton and Netherton 1992:9). This mixture of population worked to 

prevent extremism and keep politics within moderate bounds. 

Agricultural production after the Civil War boomed as the need for agricultural goods and 

services grew. Just as it had occurred in antebellum Fairfax County, Washington, D.C.’s 

population growth and increasing urbanization allowed the agriculturalists of Fairfax to 

provide fresh vegetables, fruit, and hay to the growing urban elite. Fairfax also became an 

emerging leader in the dairy industry, with an increasing number of dairy operations in the 

county and developing “milk routes” and services to serve the row houses of the cities of the 

mid-Atlantic (Netherton and Netherton 1992:10). 

2.1.5 Into the Twentieth Century 

By 1906, a sophisticated trolley system was in place, stretching from the inner neighborhoods of 

Washington, D.C. to Vienna and the City of Fairfax. This trolley system allowed residents of 

Falls Church, Vienna, and Fairfax to ride into Washington, Georgetown, or Alexandria and do 

business in the city (Netherton and Netherton 1992:22). This pattern of expansion allowed 

urban citizens the opportunity to escape to the country, find land, and use the services of the 

county. Similar patterns of expansion and suburbanization based on the development of the 

trolley system are found within the major urban centers along the east coast. 

2.1.6 World War I to World War II (1917–1945) 

The expansion of utilities during the 1920s allowed substantial subdivisions to develop and 

urbanization to occur within Fairfax County (Netherton and Netherton 1992). In 1928, 

ordinances were employed that required subdivision plats to be approved by the county 

engineer, set a minimum street width, and mandated construction of connector roads within the 

county. These early planning tools, in addition to the expanded services offered by utility 

companies, allowed Fairfax County to claim a high status within quality of life surveys of the 

early twentieth century (Netherton and Netherton 1992:25). 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-5 Architectural Reconnaissance Survey, FRLO Segment 

The depression of the 1930s only moderately affected the population of the greater Washington, 

D.C. region. The region was less vulnerable to the effects of the depression than other regions 

because of its lack of dependency on industry and its relationship with government and a 

growing service-based industry. The ‘New Deal’ projects of the Roosevelt Administration 

increased the size of the civil servant corps within the region and provided substantial numbers 

of jobs (Netherton and Netherton 1992:24). Fairfax County’s contemporary status within 

Northern Virginia was predicted early by a Chamber of Commerce publication released in 1928 

(Netherton and Netherton 1992:25): 

To a great extent the future of Fairfax County is written in the future of the 

United States and its National Capital ... There is no question that the Nation’s 

Capital will grow in population and size as the United States increases in wealth, 

population, and world importance. As the southwestern arc of Greater 

Washington, Fairfax County is destined to develop into one of Washington’s 

most charming environs. 

This symbiotic relationship between the federal government in the District of Columbia and 

Fairfax County continued from the 1930s to the present day, as Fairfax County defines itself as a 

residential community of government workers and a home for government contractors and 

technology firms. 

2.1.7 The New Dominion to Present 

The years after World War II were crucial in defining the current landscape for the entire 

Northern Virginia region. The federal government expanded, bringing with it lobbying groups 

and research and development enterprises (Evans 1989:130). The 1956 Highway Act paved the 

way for Interstate 95, rolling southward from Washington, D.C. This superhighway allowed 

commuters an easy way to reach their offices within the District of Columbia (Evans 1989:130). 

The Fairfax County town of Falls Church became an independent city in 1948 and the town of 

Fairfax became an independent city in 1961 (Netherton and Sweig 1978). The population of 

Fairfax County has continued to increase exponentially. Today, the county is “the most 

populous jurisdiction in both Virginia and the Washington, D.C. metropolitan area” (Fairfax 

County 2015).
D.C. to Richmond Southeast High Speed Rail 3-1 Architectural Reconnaissance Survey, FRLO Segment 

METHODOLOGY 

The architectural survey was conducted to evaluate any historic buildings, objects, or districts 

over 48 years in age for NRHP eligibility. All structures that meet the NRHP 48-year age criteria 

within the architectural APE of the DC2RVA corridor will be included in one subsequent 

report. Each resource was evaluated in regards to Criterion A, for its association with events 

that have made a significant contribution to the broad patterns of our history; Criterion B, for its 

association with people significant in our nation’s history; and Criterion C, for its embodiment 

of distinctive characteristics of a type, period, or method of construction, or that represent the 

work of a master, or possess high artistic values. As part of the current survey, these 

architectural resources were not evaluated under Criterion D, for their potential to yield 

information important in history. Criteria considerations were taken into account only where 

necessary. 

A background literature and records review of the APE at the DHR was conducted prior to any 

fieldwork. This included an inspection of previous cultural resource surveys within the 

architectural APE and the notation of previously recorded architectural properties both within 

the APE and within a 0.5-mile radius of the APE to establish an area resource context. 

Once the background review was complete, field recordation commenced. For previously 

recorded resources that were previously determined eligible for or listed in the NRHP within 

the architectural APE, the DC2RVA team briefly examined these properties to assure that they 

retain the characteristics that rendered them eligible for the NRHP, but in-depth studies were 

not completed on these resources. 

During the architectural survey of both newly recorded and previously identified resources, the 

project’s architectural APE was surveyed through a combination of a vehicular and pedestrian 

reconnaissance. Above-ground properties meeting the age criteria of the NRHP were 

documented through photographs, written notes, and mapping. This includes buildings, 

objects, and districts that are within the project boundaries and in the viewshed of the project 

area. Digital photos were taken of each property documenting the primary elevation, oblique 

angles, and general setting. 

After the architectural field project was completed, the project team prepared separate Virginia 

Cultural Resource Information System (V-CRIS) forms and accompanying documentation for 

each recorded property in accordance with DHR policies and practices. Each V-CRIS packet 

includes a V-CRIS form, site plan, set of hard-copy black & white photographs, and a CD of 

digital photos for each property. The hard copy and electronic versions of the photographs were 

labeled and prepared according to DHR standards. 

3
D.C. to Richmond Southeast High Speed Rail 4-1 Architectural Reconnaissance Survey, FRLO Segment 

BACKGROUND REVIEW 

Prior to conducting fieldwork, Dovetail conducted a background review of the DC2RVA project 

area to identify previously recorded above-ground resources within a 0.5-mile radius around 

the APE. This task included an evaluation of the DHR files, maps, and reports and Civil War 

Sites Advisory Committee (CWSAC) maps to obtain the required information. The goal was to 

provide data on previously recorded resources to aid in the evaluation of properties identified 

during the current survey. 

4.1 PREVIOUS SURVEYS 

Seventeen previous cultural resource surveys have been conducted within the current project’s 

architectural APE in the FRLO segment. 

In 1981, Karell Archeological Services (KAS) conducted a Phase I cultural resources 

reconnaissance survey for the Springfield Bypass and Extension highway project in Fairfax 

County between Route 7 near Dranesville and U.S. Route 1 near Woodlawn. KAS identified 47 

potentially NRHP eligible archaeological sites (13 prehistoric and 34 historic) and recommended 

five other sites not eligible. KAS also recommended that any sites impacted by the bypass 

construction be subjected to intensive Phase II survey to determine NRHP eligibility (KAS 

1981). 

Also in 1983, KAS completed Phase II archaeological investigations of four sites identified along 

the corridor for the proposed Springfield Bypass and Extension project in Fairfax County 

between Route 7 near Dranesville and U.S. Route 1 near Woodlawn. The four sites include 

prehistoric sites 44FX 0457, 44FX0660 (Popes Head Creek #1), 44FX0663 (Kernan Run Site), and 

44FX0664 (Fort Belvoir-Accotink Prehistoric Site). KAS recommended all four sites eligible for 

NRHP listing based on good site integrity, the presence of rarely used Hornfels as lithic raw 

material, the likelihood of the presence of buried occupation levels, evidence of contact between 

cultural groups, and the absence of evidence that plowzone ever existed in places (KAS 1983). 

On January 12, 1984, all four sites were determined to be eligible for the NRHP (DHR 2015). 

KAS performed a Phase I cultural resource reconnaissance survey in 1987 for the Interstate 95 

(I-95) High Occupancy Vehicle (HOV) Lane project in Fairfax and Prince William Counties 

between Edsell Road and Route 219. KAS recorded 32 archaeological sites in the project corridor 

and recommended 23 of them not eligible for NRHP listing. The other nine sites were 

recommended potentially eligible, requiring Phase II investigations before definitive 

determinations of eligibility could be made (Koski-Karell and Ortiz 1987). 

4
BACKGROUND REVIEW 

D.C. to Richmond Southeast High Speed Rail 4-2 Architectural Reconnaissance Survey, FRLO Segment 

In 1983, Soil Systems, Inc. (SSI) conducted a Phase I archaeological investigation along segment 

H1 of the Franconia-Springfield Metrorail Line in Fairfax County. One newly recorded 

prehistoric site (44FX0549), recorded as a Late Woodland temporary resource gathering and 

processing station, was identified during the field survey. Subsequent shovel testing and 

backhoe trenching, undertaken to determine site boundaries and evaluate the likelihood for the 

presence of intact deposits/features, allowed SSI to conclude that cultural materials were 

recovered from surface or near-surface contexts. There was low potential for the presence of 

intact deposits and SSI recommended no further work necessary (Holt et al. 1983). 

The James Madison University Archeological Research Center (JMUARC) completed a Phase I 

cultural resource survey in 1989 for the proposed widening of Route 642 in Fairfax County. 

Previously recorded prehistoric site 44FX0028 was relocated and four new archaeological sites 

(44FX1605-44FX1608) were recorded. JMUARC recommended site 44FX0028 for Phase II 

evaluation and no further work necessary for the other four sites. No architectural resources 

were identified that JMUARC felt required further study, although it was noted that an 

overpass over the Richmond, Fredericksburg & Potomac railroad tracks and the bridge over 

Pohick Creek would be impacted by the construction (Hunter and Cromwell 1989). JMUARC 

conducted the Phase II evaluation of site 44FX0028 later in 1989. Due to the shallowness of the 

site, the mixing of cultural deposits, and the diagnostic artifacts’ lack of uniqueness to the area, 

the site was recommended not eligible for NRHP nomination (Cromwell and Jefferson 1989). 

Also in 1989, the William and Mary Archaeological Project Center (WMAPC) conducted a Phase 

I cultural resource survey for the proposed widening of Beulah Street (Route 613) between 

Telegraph Road (Route 611) and Franconia Road (Route 644) in Fairfax County. WMAPC 

determined that 21 architectural resources had the potential to be impacted by the proposed 

widening. Two of these, Mt. Calvary Community Church (029-0358) and the Wise House at 

6441 Beulah Street (029-0354), were within the direct impact area, while the other 19 were in the 

indirect impact area. All of the 21 resources were recommended not eligible for the NRHP by 

WMAPC, requiring no further investigation. No archaeological sites were recorded during the 

survey, necessitating no further work (Hunter and Robinson 1989). 

JMUARC conducted a Phase I cultural resource survey for the proposed widening and 

realignment of the southeastern most 3 miles of Route 641 (Pohick Road) and new bridge 

construction in Fairfax County. All buildings along the project corridor, representative of the 

mid- to late-twentieth century, were photodocumented. However, since none of these buildings 

were within the project area, JMUARC determined that none of them would be directly or 

indirectly impacted. The archaeological survey verified the presence of one previously recorded 

prehistoric site (44FX1549) and recorded seven new prehistoric sites. All eight of these sites are 

ephemeral lithic scatters and no evidence was found of intact buried deposits or features. 

JMUARC recommended that no further cultural resource investigations were necessary in the 

project area (Jefferson and Smith 1989). 

In 1994, the Fairfax County Heritage Resources Branch (FCHRB) of the Office of Comprehensive 

Planning completed a Phase I archaeological resource survey of the proposed extension of 

Armistead Road from Lorton Road, (Route 642) to the proposed Lorton Commuter Rail Station. 

FCHRB relocated previously recorded prehistoric site 44FX0028 and identified six new 

prehistoric sites. Four newly recorded sites (44FX2072, 44FX2073, 44FX2075, and 44FX2079) 
BACKGROUND REVIEW 

D.C. to Richmond Southeast High Speed Rail 4-3 Architectural Reconnaissance Survey, FRLO Segment 

were recommended for Phase II evaluation. Site 44FX0028 and newly recorded sites 44FX2078 

and 44FX2080 were recommended for archaeological monitoring during initial construction 

clearing in an attempt to obtain “basic functional and chronological data” (Johnson 1994:22). 

The Cultural Resource Group of Louis Berger & Associates, Inc. (LBA) performed a Phase II 

architectural evaluation of the Chantilly Overseer’s House (029-0003) in 1994. This property was 

determined to be within the APE of proposed improvements to U.S. Route 50 in Fairfax County. 

LBA concluded that the property was NRHP eligible and that the proposed road improvement 

project “would result in a diminution of the integrity of design and feeling for the Chantilly 

Overseer’s House (Pendleton 1994:22). 

John Milner Associates, Inc. (JMA) undertook a Phase I archaeological survey for the proposed 

Lorton Pumpover Project in Fairfax County in 1996. Shovel testing, predominantly at 50-foot 

intervals, resulted in the identification of 11 archaeological sites and five isolated finds. JMA 

recommended prehistoric sites 44FX2183, 44FX2184, 44FX2188, 44FX2191, and 44FX2192, as well 

as multi-component site 44FX2189, not eligible for NRHP listing. Five other prehistoric sites of 

moderate size and artifact density with diagnostic artifacts in the assemblages were 

recommended potentially eligible for inclusion in the NRHP by JMA, requiring avoidances or 

Phase II investigations. Isolated finds are not eligible for the NRHP by definition (Fiedel 1996). 

In 1998, LBA conducted an archaeological survey and historic structure assessment for a 150-

acre tract on the grounds of the District of Columbia Detention Center (DCDC) at Lorton. Four 

previously identified prehistoric archaeological sites (44FX1040, 44FX1041, 44FX1044, and 

44FX1045) were relocated by LBA and recommended for no further work. LBA also recorded 

one new severely disturbed historic site (44FX2284) requiring no further investigation. Eight 

architectural resources were identified. LBA considered none of these resources to be 

individually significant. However, all were considered contributing elements to the District of 

Columbia Workhouse and Reformatory Historic District (029-0947) (Eddins and Griffitts 1998). 

JMA completed an historic resource survey in 2006 for the U.S. Army Garrison at Fort Belvoir. 

The project’s final scope included a reconnaissance-level survey of 33 pre-1950 resources, 

including five buildings, 18 resources related to infrastructure, and eight resources related to 

landscape and recreation. Two previously recorded resources with the DHR have been 

demolished. Six resources were subjected to an intensive-level survey in an effort to complete a 

thorough evaluation. JMA recommended 20 resources not eligible for NRHP listing, five (029-

0209-0319, 029-0209-0320, 029-0209-0321, 029-0209-0324, and 029-5423) as contributing to the 

Fort Belvoir Historic District (FBHD), three (029-5424, 029-5010, and 029-5431) recommended 

eligible in the Fort Belvoir Military Railroad Multiple Property District, and two as demolished 

(JMA 2006). 

In 2006 and 2007, Thunderbird, a division of Wetland Studies and Solutions, Inc., undertook a 

Phase I archaeological survey for the 36-mile long I-95/395 HOV/Bus/HOT Lanes Project in 

northern Virginia between Eads Street in Arlington County and Garrisonville Road in Stafford 

County. Twenty-one previously recorded archaeological sites and two architectural resources 

were at least partially located within the project corridor. Resource 000-5772, the Fairlington 

Historic District, is considered potentially eligible for inclusion in the NRHP and was to be 

directly impacted. Thunderbird recommended evaluation of this impact in consultation with 
BACKGROUND REVIEW 

D.C. to Richmond Southeast High Speed Rail 4-4 Architectural Reconnaissance Survey, FRLO Segment 

the DHR. Resource 029-5470, the WA&FC Electric Railway, had been recommended not eligible 

and had been destroyed within the project corridor. Fifteen of the previously recorded sites had 

already been destroyed at the time of this survey and their recorded locations were under I-95. 

The other six previously recorded sites crossed by the project corridor were recommended not 

eligible for NRHP consideration. Thunderbird recorded 20 new archaeological sites during the 

survey and recommended 18 of these not eligible. The remaining two sites included a stratified 

prehistoric camp (44ST0909) dating from at least the Early Woodland period and a lateeighteenth to early-nineteenth century “relatively materially impoverished” landholding or 

tenant occupation (44ST0911). Thunderbird recommended both of these sites potentially eligible 

for NRHP inclusion, requiring Phase II archaeological evaluation if avoidance was not possible 

(Buchanan et al. 2007). 

As part of an Environmental Assessment to evaluate alternatives for relocating Base 

Realignment and Closure (BRAC) Commission Recommendation 133 to Fort Belvoir, Tetra Tech 

contracted with New South Associates (New South) to conduct an architectural survey and 

evaluation of four buildings located on approximately 69.5 acres (28.1 ha) owned by the General 

Services Administration (GSA) in Springfield as a warehouse complex. This property is one of 

the alternatives being considered for the relocation. The four buildings included two large 

warehouses and two prefabricated buildings. Tetra Tech and New South recommended the 

property not eligible for the NRHP, requiring no further documentation (Price 2007). 

Thunderbird completed a Phase I archaeological survey in 2008 as part of a second addendum 

to the I-95/395 HOV/Bus/HOT Lanes Project in northern Virginia. The previously defined APE 

was expanded in six areas, designated as “Additional Study Areas 1-6”. No subsurface testing 

was required in any of these six areas, as Thunderbird determined that all had either been 

previously disturbed or contained steep slope. No new archaeological resources were identified 

and no further work was recommended (Hutson 2008). 

In 2008, Thunderbird conducted a Phase I archaeological survey as part of a third addendum to 

the I-95/395 HOV/Bus/HOT Lanes Project in northern Virginia. The study, which looked at 20 

expanded areas, identified five previously surveyed above-ground resources. No new aboveground resources were identified. One previously identified resource, Neabsco Mills Ironworks 

(076-0265/44PW0629), was previously determined by DHR to be eligible for the NRHP. 

Including Site 44PW0629, four previously recorded archaeological sites were encountered. Also, 

two new archaeological sites, both small lithic scatters, were identified (44PW1040 and 

44PW1828). Thunderbird recommended these two sites not eligible for listing on the NRHP 

with no further study needed (Hutson and Mullen 2008). 

Thunderbird completed a Phase I archaeological survey on the 25-acre (10.1-ha) Loisdale Road 

development property in Fairfax County northeast of the intersection of Loisdale Road and 

Newington Road. Two archaeological sites were identified during the survey: 44FX3625, a 

twentieth century site associated with demolished buildings, and 44FX3626, a prehistoric site 

with no temporally diagnostic artifacts in the assemblage. Thunderbird noted the presence of 

modern disturbance, refuse dumping, and low prehistoric artifact counts when recommending 

both sites not eligible for inclusion on the NRHP (Bryant and Carroll 2011). 
BACKGROUND REVIEW 

D.C. to Richmond Southeast High Speed Rail 4-5 Architectural Reconnaissance Survey, FRLO Segment 

4.2 PREVIOUSLY RECORDED CULTURAL RESOURCES 

A total of 37 architectural properties have been previously recorded within 0.5 miles of the 

project corridor in the FRLO Segment (See Appendix A for a complete listing of these 

resources). One resource (2.7 percent), the District of Columbia Workhouse and Reformatory 

Historic District/Lorton Prison Historic District (029-0947), has been listed in both the NRHP (in 

2006) and the Virginia Landmark Register (VLR) (in 2005). Two resources (5.4 percent) have 

been determined eligible/potentially eligible for the NRHP. The House at 6512 Beulah Street 

(029-5171), a 1943 Cape Cod, was determined potentially eligible for the NRHP by DHR staff in 

2001. Railroad Bridge #2486 (029-5431/029-5724-004), which spans Cinder Bend Road and is 

associated with the Fort Belvoir Military Railroad Historic District (029-5724), was determined 

eligible by DHR staff in 2007. 

Thirteen resources (35.1 percent) located within 0.5 miles of the project corridor have been 

determined by DHR staff to be not eligible for the NRHP. The resources include the Davison 

Army Airfield Historic District (029-5623), a military building (029-5549), two early-twentiethcentury bridges (029-0371 and 029-0956), and nine single-family dwellings dating between 1941 

and 1950. 

The remaining resources (n=21, 56.8 percent) located within 0.5 miles of the project corridor for 

the FRLO segment have not been given a formal NRHP eligibility determination. These 

resources include a railroad depot (029-0140), an Episcopal church (029-0145), a Baptist church 

and cemetery (029-0360), a school (029-0361), a community center (029-0358), a federal building 

(029-5876), two commercial buildings (029-0351 and 029-0352), and 13 single-family dwellings 

dating between circa 1900 and 1940. 
D.C. to Richmond Southeast High Speed Rail 5-1 Architectural Reconnaissance Survey, FRLO Segment 

RESULTS 

The architectural investigation of the FRLO segment of the DC2RVA project involved a field 

survey of all buildings, objects, and districts over 48 years of age within the architectural APE 

(the age limit was developed to correspond with the 2017 architectural study completion date). 

Both previously recorded properties and newly recorded resources were included as part of the 

current evaluation to achieve cultural resource compliance. The current survey identified two 

previously recorded resources and 60 newly recorded resources, for a total of 62 surveyed 

resources. 

5.1 PREVIOUSLY RECORDED RESOURCES 

This survey identified two previously recorded buildings, objects, and districts within the 

architectural APE (Table 5-1, Figures 5-1 through 5-3). Neither of the two resources has been 

formally evaluated for the NRHP. One of the resources, the Newington Railroad Station (029-

0140), was found to be no longer extant during the current survey. The second is the GSA 

Warehouse (029-5876) constructed in 1953. This one-story, concrete building is covered by an 

arched, metal roof and features several metal garage doors. Both of these previously recorded 

resources are recommended not eligible for individual listing on the NRHP under Criterion C. 

They have no known association with a significant event or person and are not associated with 

any broad patterns in history. Therefore, they are recommended not eligible for the NRHP 

under Criteria A and B. As architectural resources, these properties were not evaluated under 

Criterion D. In sum, these two previously recorded resources are recommended not eligible for 

the NRHP under Criteria A–C.

Table 5-1 lists the two previously recorded resources, along with the Project Team’s eligibility 

recommendation. 

TABLE 5-1: PREVIOUSLY RECORDED RESOURCES IDENTIFIED DURING THE CURRENT 

SURVEY 

DHR 

Number Name City/County Date of Construction 

DC2RVA Project Team 

Recommendation 

029-0140 Newington Railroad Station Fairfax County 1903 Not Eligible 

029-5876 

GSA Warehouse Property, 

Parr-Franconia Warehouse, 

Franconia-Springfield Parkway 

Fairfax County 1953 Not Eligible 

Source: Dovetail, 2015. 

 

5



RESULTS 

D.C. to Richmond Southeast High Speed Rail 5-5 Architectural Reconnaissance Survey, FRLO Segment 

5.2 NEWLY RECORDED RESOURCES 

Of the 62 above-ground resources recorded in the architectural APE of the FRLO segment 

during the current project, the DC2RVA Project Team documented 60 newly recorded resources 

(Table 5-2; Figures 5-4 through 5-9). Within the FRLO segment is the Loisdale Estates Historic 

District (029-5932), a post-World War II suburban, residential neighborhood constructed 

between 1952 and 1960 located in Springfield, Fairfax County. More than half (n=32, 53.3 

percent) of the newly recorded resources are located within the Loisdale Estates Historic 

District (029-5932). The houses are representative of several architectural styles that were 

common throughout the era and area of construction such as the Ranch and Minimal 

Traditional styles. Common building forms seen throughout the neighborhood include tri-level 

split and minimal traditional form. 

The vast majority (n=25, 92.6) of the 27 remaining resources are single-family dwellings 

constructed between circa 1950 and 1962. Some of these buildings are examples of styles and 

forms that were popular during the second and third quarters of the twentieth century, such as 

the Ranch and Minimal Traditional styles; however, on a whole, they represent a building type 

that is vernacular throughout the region. In addition to the houses, one Quonset hut (029-5959) 

dating to 1949 and a circa-1960 industrial building (029-5399) were also surveyed. 

These 60 newly recorded resources have no outstanding architectural merit and are not known 

to be the work of a master. For these reasons, they are recommended not eligible for individual 

listing on the NRHP under Criterion C. They have no known association with a significant 

event or person and are not associated with any broad patterns in history. Therefore, they are 

recommended not eligible for the NRHP under Criteria A and B. As architectural resources, 

these properties were not evaluated under Criterion D. In sum, these 60 newly recorded 

resources are recommended not eligible for the NRHP under Criteria A–C.

TABLE 5-2: NEWLY RECORDED RESOURCES IDENTIFIED DURING THE CURRENT SURVEY 

DHR 

Number Name County Date of Construction 

DC2RVA Project Team 

Recommendation 

029-5932 Loisdale Estates Historic District Fairfax County Post-1952 Not Eligible 

029-5932-0001 House, 6801 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0002 House, 6803 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0003 House, 6804 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0004 House, 6805 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0005 House, 6807 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0006 House, 6808 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0007 House, 6800 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0008 House, 6802 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0009 House, 6803 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0010 House, 6804 Darby lane Fairfax County 1958 Not Eligible 

029-5932-0011 House, 6806 Darby Lane Fairfax County 1958 Not Eligible 
RESULTS 

D.C. to Richmond Southeast High Speed Rail 5-6 Architectural Reconnaissance Survey, FRLO Segment 

TABLE 5-2: NEWLY RECORDED RESOURCES IDENTIFIED DURING THE CURRENT SURVEY 

DHR 

Number Name County Date of Construction 

DC2RVA Project Team 

Recommendation 

029-5932-0012 House, 6808 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0013 House, 6809 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0014 House, 6811 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0015 House, 6814 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0016 House, 6701 Jerome Street Fairfax County 1959 Not Eligible 

029-5932-0017 House, 6703 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0018 House, 6704 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0019 House, 6705 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0020 House, 6707 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0021 House, 6708 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0022 House, 6709 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0023 House, 6710 Jerome Street Fairfax County 1959 Not Eligible 

029-5932-0024 House, 6711 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0025 House, 6700 Ruskin Street Fairfax County 1959 Not Eligible 

029-5932-0026 House, 6702 Ruskin Street Fairfax County 1959 Not Eligible 

029-5932-0027 House, 6703 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0028 House, 6704 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0029 House, 6706 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0030 House, 6707 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0031 House, 6708 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0032 House, 6709 Ruskin Street Fairfax County 1958 Not Eligible 

029-5933 Industrial Building, R.E. Lee Electric 

Co., 8207 Backlick Road Fairfax County 1960 Not Eligible 

029-5934 House, 7113 Barry Road Fairfax County ca. 1950 Not Eligible 

029-5935 House, 6496 Windham Avenue Fairfax County 1953 Not Eligible 

029-5936 House, 6497 Windham Avenue Fairfax County 1953 Not Eligible 

029-5937 House, 6500 Windham Avenue Fairfax County 1962 Not Eligible 

029-5938 House, 6505 Windham Avenue Fairfax County 1952 Not Eligible 

029-5939 House, 6512 Windham Avenue Fairfax County 1953 Not Eligible 

029-5940 House, 6516 Windham Avenue Fairfax County 1955 Not Eligible 

029-5941 House, 6524 Windham Avenue Fairfax County 1959 Not Eligible 
RESULTS 

D.C. to Richmond Southeast High Speed Rail 5-7 Architectural Reconnaissance Survey, FRLO Segment 

TABLE 5-2: NEWLY RECORDED RESOURCES IDENTIFIED DURING THE CURRENT SURVEY 

DHR 

Number Name County Date of Construction 

DC2RVA Project Team 

Recommendation 

029-5942 House, 6531 Windham Avenue Fairfax County 1952 Not Eligible 

029-5943 House, 6423 Melia Street Fairfax County 1957 Not Eligible 

029-5944 House, 6425 Fleet Drive Fairfax County 1953 Not Eligible 

029-5945 House, 6431 Fleet Drive Fairfax County 1952 Not Eligible 

029-5946 House, 6501 Fleet Drive Fairfax County 1952 Not Eligible 

029-5947 House, 6505 Fleet Drive Fairfax County 1952 Not Eligible 

029-5948 House, 6509 Fleet Drive Fairfax County 1952 Not Eligible 

029-5949 House, 6513 Fleet Drive Fairfax County 1952 Not Eligible 

029-5950 House, 6251 Wills Street Fairfax County 1952 Not Eligible 

029-5951 House, 6263 Wills Street Fairfax County 1952 Not Eligible 

029-5952 House, 6274 Wills Street Fairfax County 1952 Not Eligible 

029-5953 House, 6278 Wills Street Fairfax County 1952 Not Eligible 

029-5954 House, 6282 Wills Street Fairfax County 1952 Not Eligible 

029-5955 House, 6283 Wills Street Fairfax County 1952 Not Eligible 

029-5956 House, 6286 Wills Street Fairfax County 1952 Not Eligible 

029-5957 House, 6289 Wills Street Fairfax County 1952 Not Eligible 

029-5958 House, 6290 Wills Street Fairfax County 1952 Not Eligible 

029-5959 Quonset Hut, 7821-A Loisdale Drive Fairfax County 1949 Not Eligible 

Source: Dovetail, 2015. 

 






D.C. to Richmond Southeast High Speed Rail 6-1 Architectural Reconnaissance Survey, FRLO Segment 

SUMMARY AND RECOMMENDATIONS 

The DC2RVA Project Team conducted a reconnaissance-level architectural survey of the FRLO 

segment of the DC2RVA corridor. The DC2RVA project is being completed under the auspices 

of the FRA in conjunction with the DRPT. Because of FRA’s involvement, the undertaking is 

required to comply with the NEPA and Section 106 of the National Historic Preservation Act of 

1966, as amended. The Project is being completed as DHR File Review #2014-0666. 

In total, the DC2RVA Project Team surveyed 62 historic architectural resources within the 

architectural APE within the FRLO segment. None of these resources have any known 

association with a known historic trend or specific event or a notable person (Table 6-1). 

Furthermore, they have no outstanding architectural merit and are not known to be the work of 

a master. As such, it is recommended that all 62 resources documented during the current 

survey are recommended not eligible for individual listing in the NRHP. 

TABLE 6-1: SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS 

DHR 

Number Name County Date of Construction 

DC2RVA Project Team 

Recommendation 

029-0140 Newington Railroad Station Fairfax County 1903 Not Eligible 

029-5876 

GSA Warehouse Property, 

Parr-Franconia Warehouse, 

Franconia-Springfield Parkway 

Fairfax County 1953 Not Eligible 

029-5932 Loisdale Estates Historic 

District Fairfax County Post-1952 Not Eligible 

029-5932-0001 House, 6801 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0002 House, 6803 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0003 House, 6804 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0004 House, 6805 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0005 House, 6807 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0006 House, 6808 Lois Drive Fairfax County 1958 Not Eligible 

029-5932-0007 House, 6800 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0008 House, 6802 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0009 House, 6803 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0010 House, 6804 Darby lane Fairfax County 1958 Not Eligible 

6
SUMMARY AND RECOMMENDATIONS 

D.C. to Richmond Southeast High Speed Rail 6-2 Architectural Reconnaissance Survey, FRLO Segment 

TABLE 6-1: SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS 

DHR 

Number Name County Date of Construction 

DC2RVA Project Team 

Recommendation 

029-5932-0011 House, 6806 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0012 House, 6808 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0013 House, 6809 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0014 House, 6811 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0015 House, 6814 Darby Lane Fairfax County 1958 Not Eligible 

029-5932-0016 House, 6701 Jerome Street Fairfax County 1959 Not Eligible 

029-5932-0017 House, 6703 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0018 House, 6704 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0019 House, 6705 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0020 House, 6707 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0021 House, 6708 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0022 House, 6709 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0023 House, 6710 Jerome Street Fairfax County 1959 Not Eligible 

029-5932-0024 House, 6711 Jerome Street Fairfax County 1958 Not Eligible 

029-5932-0025 House, 6700 Ruskin Street Fairfax County 1959 Not Eligible 

029-5932-0026 House, 6702 Ruskin Street Fairfax County 1959 Not Eligible 

029-5932-0027 House, 6703 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0028 House, 6704 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0029 House, 6706 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0030 House, 6707 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0031 House, 6708 Ruskin Street Fairfax County 1958 Not Eligible 

029-5932-0032 House, 6709 Ruskin Street Fairfax County 1958 Not Eligible 

029-5933 

Industrial Building, R.E. Lee 

Electric Co., 8207 Backlick 

Road 

Fairfax County 1960 Not Eligible 

029-5934 House, 7113 Barry Road Fairfax County ca. 1950 Not Eligible 

029-5935 House, 6496 Windham Avenue Fairfax County 1953 Not Eligible 

029-5936 House, 6497 Windham Avenue Fairfax County 1953 Not Eligible 

029-5937 House, 6500 Windham Avenue Fairfax County 1962 Not Eligible 

029-5938 House, 6505 Windham Avenue Fairfax County 1952 Not Eligible 

029-5939 House, 6512 Windham Avenue Fairfax County 1953 Not Eligible 
SUMMARY AND RECOMMENDATIONS 

D.C. to Richmond Southeast High Speed Rail 6-3 Architectural Reconnaissance Survey, FRLO Segment 

TABLE 6-1: SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS 

DHR 

Number Name County Date of Construction 

DC2RVA Project Team 

Recommendation 

029-5940 House, 6516 Windham Avenue Fairfax County 1955 Not Eligible 

029-5941 House, 6524 Windham Avenue Fairfax County 1959 Not Eligible 

029-5942 House, 6531 Windham Avenue Fairfax County 1952 Not Eligible 

029-5943 House, 6423 Melia Street Fairfax County 1957 Not Eligible 

029-5944 House, 6425 Fleet Drive Fairfax County 1953 Not Eligible 

029-5945 House, 6431 Fleet Drive Fairfax County 1952 Not Eligible 

029-5946 House, 6501 Fleet Drive Fairfax County 1952 Not Eligible 

029-5947 House, 6505 Fleet Drive Fairfax County 1952 Not Eligible 

029-5948 House, 6509 Fleet Drive Fairfax County 1952 Not Eligible 

029-5949 House, 6513 Fleet Drive Fairfax County 1952 Not Eligible 

029-5950 House, 6251 Wills Street Fairfax County 1952 Not Eligible 

029-5951 House, 6263 Wills Street Fairfax County 1952 Not Eligible 

029-5952 House, 6274 Wills Street Fairfax County 1952 Not Eligible 

029-5953 House, 6278 Wills Street Fairfax County 1952 Not Eligible 

029-5954 House, 6282 Wills Street Fairfax County 1952 Not Eligible 

029-5955 House, 6283 Wills Street Fairfax County 1952 Not Eligible 

029-5956 House, 6286 Wills Street Fairfax County 1952 Not Eligible 

029-5957 House, 6289 Wills Street Fairfax County 1952 Not Eligible 

029-5958 House, 6290 Wills Street Fairfax County 1952 Not Eligible 

029-5959 Quonset Hut, 7821-A Loisdale 

Drive Fairfax County 1949 Not Eligible 

Source: Dovetail, 2015. 

 
D.C. to Richmond Southeast High Speed Rail 7-1 Architectural Reconnaissance Survey, FRLO Segment 

REFERENCES 

Besch, Edwin W., and Kenneth A. Bako 

1993 Civil War Sites Advisory Commission Survey Form: Dranesville, Virginia. Civil War 

Sites Advisory Commission, Washington, D.C. 

Bryant, Tammy, and David Carroll 

2011 Phase I Archaeological Investigation, Loisdale Road Properties, Fairfax County, 

Virginia. Thunderbird Archeology, a Division of Wetland Studies and Solution, Inc., 

Gainesville, Virginia. 

Buchanan, Brian, Christopher Shephard, David Carroll, Curt Breckenridge, Johnna Flahive, 

Christine Jirikowic, Tammy Bryant, and William P. Barse 

2007 Phase I Archaeological Investigations of the I-95/395 HOV/Bus/HOT Lanes Project, 

Arlington, Fairfax, Prince William and Stafford Counties and the City of Alexandria, 

Virginia. Thunderbird Archeology, a Division of Wetland Studies and Solution, Inc., 

Gainesville, Virginia. 

Cromwell T. Ted, and Norman Dean Jefferson 

1989 A Phase II Significance Evaluation of the Pohick Site (44FX0028), Located Along the 

Proposed Realignment of Route 642 in Fairfax County, Virginia. James Madison 

University Archaeological Research Center, Harrisonburg, Virginia. 

Eddins, John T., and Eric F. Griffitts 

1998 Cultural Resource Evaluation on the Grounds of the Former Medium Security 

Facility, District of Columbia Detention Center, Lorton, Virginia. The Cultural 

Resource Group, Louis Berger and Associates, Inc., Washington, D.C. 

Evans, D'Anne 

1989 Prince William County: A Pictorial History. The Donning Company, 

Norfolk/Virginia Beach, Virginia. 

Fairfax County 

2015 Demographics & Data. Fairfax County, Virginia. Electronic document, 

http://www.fairfaxcounty.gov/government/about/data/, accessed November 2015. 

Fiedel, Stuart 

1996 Phase I Archeological Survey of the Proposed Lorton Pumpover Project, Fairfax 

County, Virginia. John Milner Associates, Inc., West Chester, Pennsylvania and 

Alexandria, Virginia. 

7
REFERENCES 

D.C. to Richmond Southeast High Speed Rail 7-2 Architectural Reconnaissance Survey, FRLO Segment 

Geddes, Jean 

1967 Fairfax County: Historical Highlights from 1607. Denlinger’s, Fairfax, Virginia. 

Holt, Cheryl A., Teresa E. Ossim, Susan E. Lebo 

1983 Phase I Archaeological Investigation of the H-1 Route of the Franconia-Springfield 

Metrorail Line, Fairfax County, Virginia. Soil Systems, Inc. Alexandria, Virginia. 

Hunter, Bruce, A., and James R. Cromwell 

1989 A Phase I Cultural Resource Survey of the Proposed Widening of Route 642, Fairfax 

County, Virginia. James Madison University Archaeological Research Center, 

Harrisonburg, Virginia. 

Hunter, Robert R., Jr., and Gary G. Robinson 

1989 A Phase I Cultural Resource Survey of the Proposed Route 613 Project, Fairfax 

County, Virginia. William and Mary Archaeological Project Center, The College of 

William and Mary, Williamsburg, Virginia. 

Hutson, Jarod 

2008 Addendum to the Phase I Archeological Investigations of the I-95/395 HOV/Bus/HOT 

Lanes Project, Arlington, Fairfax, Prince William and Stafford Counties and the City 

of Alexandria, Virginia. Thunderbird Archeology, A Division of Wetland Studies and 

Solutions, Inc., Gainesville, Virginia. 

Hutson, Jarod, and John P. Mullen 

2008 Third Addendum to the Phase I Archeological Investigations of the I-95/395 

HOV/Bus/HOT Lanes Project, Arlington, Fairfax, Prince William and Stafford 

Counties and the City of Alexandria, Virginia. Thunderbird Archeology, A Division 

of Wetland Studies and Solutions, Inc., Gainesville, Virginia. 

Jefferson, Norman Dean, and Jenny D. Smith 

1989 A Phase I Cultural Resource Survey of the Proposed Widening of Route 641, Fairfax 

County, Virginia. James Madison University Archaeological Research Center, 

Harrisonburg, Virginia. 

Johnson, Michael F. 

1994 Phase I Archaeological Survey – Lorton Town Center – Potomac Bend, Fairfax 

County, Virginia. Fairfax County Heritage Resources Branch, Office of 

Comprehensive Planning, Falls Church, Virginia.

Karell Archeological Services (KAS) 

1981 Springfield Bypass and Extension, Fairfax County, Virginia. Technical Report: 

Cultural Resources. Karell Archeological Services, Arlington, Virginia. 

1983 Springfield Bypass & Extension Fairfax, County, Virginia. Technical Report: 

Cultural Resources Phase II Investigation. Arlington, Virginia. 
REFERENCES 

D.C. to Richmond Southeast High Speed Rail 7-3 Architectural Reconnaissance Survey, FRLO Segment 

Koski-Karell, Daniel, and Luis Ortiz 

1987 Phase I Cultural Resources Reconnaissance Survey for the Interstate-95 HOV Lane 

Project, Fairfax and Prince William Counties, Virginia. Karell Archeological 

Services, Arlington, Virginia. 

National Park Service 

2002a Battle Summary: Dranesville, VA. Electronic document, 

http://www/cr.nps.gov/abpp/battles/va007.htm, accessed May 2006. Civil War Sites 

Advisory Commission, Washington, D.C. 

2002b Battle Summary: Chantilly, VA. Electronic document, 

http://www.cr.nps.gov/hps/abpp/battles/va027.htm,accessed May 2006. Civil War 

Sites Advisory Commission, Washington, D.C. 

Netherton, Nan, and D. Sweig 

1978 Fairfax County, Virginia: a History. Fairfax County Board of Supervisors, Fairfax, 

Virginia. 

Netherton, Nan, and Ross Netherton 

1992 Fairfax County: a contemporary portrait. Donning Co., Virginia Beach, Virginia. 

Pendleton, Phillip 

1994 Phase II Architectural Evaluation, Route 50, Fairfax County, Virginia. The Cultural 

Resource Group, Louis Berger and Associates, Inc., Richmond, Virginia. 

Poland, Charles Preston 

1978 From Frontier to Suburbia. Virginia Book Company, Berryville, Virginia. 

Price, David 

2007 An Architectural Historical Assessment of the GSA Warehouse Property, Springfield, 

Virginia. New South Associates, Stone Mountain, Georgia and Tetra Tech, Fairfax, 

Virginia. 

Scheel, Eugene 

1993 The History of the Villages and Towns of Prince William County. Newsletter, 

Historic Prince William. May 1993. 

Sweig, Donald M. 

1995 A Brief History of Fairfax County. Heritage Resources Information Series: Number 1. 

Electronic document, http://www.fairfaxcounty.gov/dmb/fcpos/fc_history.pdf, 

accessed November 2015. 

Virginia Department of Historic Resources (DHR) 

2015 DHR Site Forms: 44FX 0459, 44FX0660, 44FX0663, and 44FX0664. Electronic 

documents, https://vcris.dhr.virginia.gov/vcris/Mapviewer/, accessed November 

2015. 
REFERENCES 

D.C. to Richmond Southeast High Speed Rail 7-4 Architectural Reconnaissance Survey, FRLO Segment 

Vitucci, Donna, and Dick Ruehrwein 

1991 Introduction. County of Prince William Historical Commission Guidebook. The 

Creative Company, Cincinnati, Ohio. 
D.C. to Richmond Southeast High Speed Rail A-1 Architectural Reconnaissance Survey, FRLO Segment 

APPENDIX A: BACKGROUND REVIEW TABLE 

TABLE A-1: PREVIOUSLY RECORDED RESOURCES WITHIN 0.5 MILES OF THE 

ARCHITECTURAL APE 

DHR 

Number Property Name and Address Date of Construction Evaluation Status Date of Evaluation 

029-0140 Newington Railroad Station 1903 Not Evaluated 

029-0145 Olivet Episcopal Church, 6236 Beulah Street 1898 Not Evaluated 

029-0350 Foster House, 6312 Beulah Street ca. 1930 Not Evaluated 

029-0351 Levin Construction Corp., 6316 Beulah Street ca. 1930 Not Evaluated 

029-0352 Levin Construction Corp., 6404 Beulah Street ca. 1930 Not Evaluated 

029-0353 House, 6415 Beulah Street ca. 1930 Not Evaluated 

029-0354 Wise House, 6441 Beulah Street ca. 1935 Not Evaluated 

029-0355 L.A. Payne House, 6137 Beulah Street ca. 1930 Not Evaluated 

029-0356 L.A. Payne House, 6509 Beulah Street ca. 1930 Not Evaluated 

029-0357 Schurtz Farm, 6705 Beulah Street ca. 1900 Not Evaluated 

029-0358 Mt. Calvary Community Center, Beulah Street ca. 1930 Not Evaluated 

029-0360 Laurel Grove Baptist Church & Cemetery, 

6834 Beulah Street ca. 1930 Not Evaluated 

029-0361 Laurel Grove School, Bushrod House, 

 6840 Beulah Street 

ca. 1886 Not Evaluated 

029-0362 Bliss House, 7208 Beulah Street ca. 1930 Not Evaluated 

029-0363 Roop House, 7220 Beulah Street ca. 1935 Not Evaluated 

029-0364 Arthur Nall House, 7304 Beulah Street ca. 1900 Not Evaluated 

029-0371 Bridge #6012, Accotink Bridge, Route 611 ca. 1940 Not Eligible 9/3/1986 

029-0947 

DC Workhouse and Reformatory Historic 

District, Lorton Prison Historic District ca. 1910 Listed VLR 12/7/2005; NRHP 2/16/2006 

029-0956 Bridge #6044 1935 Not Eligible 11/1/1995 

029-5016 Pegelow House, 8258 Silverbrook Road 1939 Not Evaluated 

029-5017 Hall House, 8256 Silverbrook Road 1922 Not Evaluated 

029-5019 Bragg House, 8255 Silverbrook Road ca. 1924 Not Evaluated 
APPENDIX A 

D.C. to Richmond Southeast High Speed Rail A-2 Architectural Reconnaissance Survey, FRLO Segment 

TABLE A-1: PREVIOUSLY RECORDED RESOURCES WITHIN 0.5 MILES OF THE 

ARCHITECTURAL APE 

DHR 

Number Property Name and Address Date of Construction Evaluation Status Date of Evaluation 

029-5020 Wease House, 8252 Silverbrook Road 1940 Not Evaluated 

029-5169 House, 6421 Beulah Street 1949 Not Eligible 9/4/2001 

029-5170 House, 6425 Beulah Street 1949 Not Eligible 9/4/2001 

029-5171 House, 6512 Beulah Street 1943 Potentially Eligible 9/4/2001 

029-5172 House, 6516 Beulah Street 1943 Not Eligible 9/4/2001 

029-5173 Winkler House, 6524 Beulah Street 1943 Not Eligible 9/4/2001 

029-5174 House, 6528 Beulah Street 1943 Not Eligible 9/4/2001 

029-5175 House, 6905 Beulah Street 1941 Not Eligible 9/4/2001 

029-5176 House, 6914 Beulah Street 1950 Not Eligible 9/4/2001 

029-5177 House, 6922 Beulah Street 1950 Not Eligible 9/4/2001 

029-5178 Watkins House, 6926 Beulah Street 1950 Not Eligible 9/4/2001 

029-5431/ 

029-5724-

0004 

Railroad Bridge #2486, Cinder Bend Road, 

Fort Belvoir 1942 Eligible 7/25/2007 

029-5549 Building 5035, Building 2035, Observatory 

Building 1959 Not Eligible 4/13/2007 

029-5623 Davison Army Airfield Historic District 1948 Not Eligible 8/30/2012 

029-5876 GSA Warehouse Property, Parr-Franconia 

Warehouse, Franconia-Springfield Parkway 1953 Not Evaluated 

Source: Dovetail, 2015. 
 

Page 1 

801 E. Main Street, Suite 1000

Richmond, VA 23219

June 7, 2016 

Mr. Marc Holma 

Division of Review and Compliance 

Department of Historic Resources 

2801 Kensington Avenue 

Richmond, Virginia 22802 

RE: Resource Eligibility/ Segment 3 (Franconia to Lorton) 

 Southeast High Speed Rail Project, Washington, D.C. to Richmond Segment 

 DHR #2014-0666 

Dear Marc, 

The Federal Railroad Administration (FRA) and the Virginia Department of Rail and Public Transportation 

(DRPT) are continuing environmental studies associated with the Tier II Environmental Impact Statement 

(EIS) for the Washington, D.C. to Richmond segment of the Southeast High Speed Rail (DC2RVA) corridor 

(Project). The limits of the Project extend from Control Point RO (MP CFP-110) in Arlington south to the 

CSX Transportation (“CSXT”) A-Line/CSXT-S-Line junction at MP A-11 in Centralia, Virginia (Chesterfield 

County), a distance of approximately 123 miles. 

This project is receiving federal funding through the FRA, requires permits issued by federal agencies 

such as the U.S. Army Corps of Engineers, and will traverse federal land including parcels owned by the 

U.S. Marine Corps and the National Park Service, among others. Due to the involvement of these and 

several other federal entities, the undertaking requires compliance with the National Environmental 

Policy Act (NEPA) and Section 106 of the National Historic Preservation Act (NHPA), as amended. The 

FRA sent your office a project Initiation letter on December 11, 2014, formally commencing the Section 

106 process, and the project’s Area of Potential Effects (APE) was approved by the State Historic 

Preservation Officer (SHPO) on February 2, 2015, as required by 36 CFR 800.4(a)(1). 

We are writing today to coordinate architectural identification studies within Segment 3/ Franconia to 

Lorton (FRLO) of the larger Project initiative. Segment 3/FRLO includes the span between Franconia 

Road on the north and Lorton Road on the south. Enclosed please find two hard copies and one 

electronic copy of the report entitled Architectural Reconnaissance Survey for the Washington, D.C. to 

Richmond, Virginia High Speed Rail Project, Franconia to Lorton (FRLO) Segment, Fairfax County. The 

report was authored by M. Chris Manning, Earl Proper, Adriana Lesiuk, and Heather Dollins Staton with 

Dovetail Cultural Resource Group (Dovetail), a member of the DC2RVA Project Team. The report meets 

all standards set forth in both the Secretary of Interior’s Standards and Guidelines (1983) and the 
 

Page 2 

801 E. Main Street, Suite 1000

Richmond, VA 23219

Virginia Department of Historic Resource’s (DHR) Guidelines for Preparing Identification and Evaluation 

Reports (2011). 

The current survey identified two previously recorded resources and 60 newly recorded resources, for a 

total of 62 surveyed resources. (A table is attached showing the resource numbers, names and 

addresses of these resources.) Neither of the two previously recorded resources has been formally 

evaluated for the National Register of Historic Places (NRHP). One of the resources, the Newington 

Railroad Station (029-0140), was found to be no longer extant during the current survey. The second is 

the GSA Warehouse (029-5876) constructed in 1953. These two previously recorded resources are 

recommended not eligible for the NRHP under Criteria A–C. 

The DC2RVA Project Team also documented 60 newly recorded resources. Almost all of the newly 

recorded resources (n=58, 97 percent) are domestic in nature and built in the 1950s and early 1960s. 

This includes 57 single-family dwellings and one historic district. Loisdale Estates Historic District (029-

5932) is a post-World War II suburban, residential neighborhood in Springfield constructed between 

1952 and 1960. All of the houses, and the general design of the historic district, represent architectural 

styles and planning practices that were common throughout the region during this era. It is 

recommended that all 58 of these resources including the historic district are not eligible for the NRHP 

under Criteria A–C. Because the district is recommended not eligible, the individual resources were not 

evaluated for their contribution to the surrounding district, per DHR guidelines. The remaining two 

newly recorded resources include a Quonset hut (029-5959) dating to 1949 and a circa-1960 industrial 

building (029-5399). These resources are recommended not eligible for the NRHP under Criteria A–C 

We invite your agency to concur with these recommendations within 30 days of receipt of this letter. If 

you have questions about historic property studies for this project, please do not hesitate to contact me 

or Heather Staton at (540) 899-9170 or via email at kbarile@dovetailcrg.com/hstaton@dovetailcrg.com. 

Sincerely, 

Kerri S. Barile, Ph.D. 

President, Dovetail Cultural Resource Group 

CC: Emily Stock, DRPT 

 John Winkle, FRA 

 John Morton, HDR 

 Carey Burch, HDR 

 Stephen Walter, Parsons 
 

Page 3 

801 E. Main Street, Suite 1000

Richmond, VA 23219

The Virginia SHPO concurs that the following resources are not individually eligible for the NRHP, as 

recorded during the DC2RVA/Segment 3 study (DHR #2014-0666): 

029-0140 Newington Railroad Station 

029-5876 GSA Warehouse Property, Parr-Franconia Warehouse, Franconia-Springfield 

Parkway 

029-5932 Loisdale Estates Historic District 

029-5932-0001 House, 6801 Lois Drive 

029-5932-0002 House, 6803 Lois Drive 

029-5932-0003 House, 6804 Lois Drive 

029-5932-0004 House, 6805 Lois Drive 

029-5932-0005 House, 6807 Lois Drive 

029-5932-0006 House, 6808 Lois Drive 

029-5932-0007 House, 6800 Darby Lane 

029-5932-0008 House, 6802 Darby Lane 

029-5932-0009 House, 6803 Darby Lane 

029-5932-0010 House, 6804 Darby lane 

029-5932-0011 House, 6806 Darby Lane 

029-5932-0012 House, 6808 Darby Lane 

029-5932-0013 House, 6809 Darby Lane 

029-5932-0014 House, 6811 Darby Lane 

029-5932-0015 House, 6814 Darby Lane 

029-5932-0016 House, 6701 Jerome Street 

029-5932-0017 House, 6703 Jerome Street 

029-5932-0018 House, 6704 Jerome Street 

029-5932-0019 House, 6705 Jerome Street 

029-5932-0020 House, 6707 Jerome Street 

029-5932-0021 House, 6708 Jerome Street 

029-5932-0022 House, 6709 Jerome Street 

029-5932-0023 House, 6710 Jerome Street 

029-5932-0024 House, 6711 Jerome Street 

029-5932-0025 House, 6700 Ruskin Street 

029-5932-0026 House, 6702 Ruskin Street 

029-5932-0027 House, 6703 Ruskin Street 

029-5932-0028 House, 6704 Ruskin Street 

029-5932-0029 House, 6706 Ruskin Street 

029-5932-0030 House, 6707 Ruskin Street 
 

Page 4 

801 E. Main Street, Suite 1000

Richmond, VA 23219

029-5932-0031 House, 6708 Ruskin Street 

029-5932-0032 House, 6709 Ruskin Street 

029-5933 Industrial Building, R.E. Lee Electric Co., 8207 Backlick Road 

029-5934 House, 7113 Barry Road 

029-5935 House, 6496 Windham Avenue 

029-5936 House, 6497 Windham Avenue 

029-5937 House, 6500 Windham Avenue 

029-5938 House, 6505 Windham Avenue

029-5939 House, 6512 Windham Avenue 

029-5940 House, 6516 Windham Avenue 

029-5941 House, 6524 Windham Avenue 

029-5942 House, 6531 Windham Avenue 

029-5943 House, 6423 Melia Street 

029-5944 House, 6425 Fleet Drive 

029-5945 House, 6431 Fleet Drive 

029-5946 House, 6501 Fleet Drive 

029-5947 House, 6505 Fleet Drive 

029-5948 House, 6509 Fleet Drive 

029-5949 House, 6513 Fleet Drive 

029-5950 House, 6251 Wills Street 

029-5951 House, 6263 Wills Street 

029-5952 House, 6274 Wills Street 

029-5953 House, 6278 Wills Street 

029-5954 House, 6282 Wills Street 

029-5955 House, 6283 Wills Street 

029-5956 House, 6286 Wills Street 

029-5957 House, 6289 Wills Street 

029-5958 House, 6290 Wills Street 

029-5959 Quonset Hut, 7821-A Loisdale Drive 

__________________________________________ ________________________ 

Julie Langan, Director Date 

Virginia Department of Historic Resources/Virginia State Historic Preservation Officer 
 

Page 5 

801 E. Main Street, Suite 1000

Richmond, VA 23219

SEGMENT 3 (FRLO) / SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS

DHR 

Number Name County Date of Construction

DC2RVA Project Team 

Recommendation

029-0140 Newington Railroad Station Fairfax County 1903 Not Eligible 

029-5876

GSA Warehouse Property, 

Parr-Franconia Warehouse, 

Franconia-Springfield Parkway

Fairfax County 1953 Not Eligible

029-5932 Loisdale Estates Historic 

District Fairfax County Post-1952 Not Eligible

029-5932-0001 House, 6801 Lois Drive Fairfax County 1958 Not Eligible

029-5932-0002 House, 6803 Lois Drive Fairfax County 1958 Not Eligible

029-5932-0003 House, 6804 Lois Drive Fairfax County 1958 Not Eligible

029-5932-0004 House, 6805 Lois Drive Fairfax County 1958 Not Eligible

029-5932-0005 House, 6807 Lois Drive Fairfax County 1958 Not Eligible

029-5932-0006 House, 6808 Lois Drive Fairfax County 1958 Not Eligible

029-5932-0007 House, 6800 Darby Lane Fairfax County 1958 Not Eligible

029-5932-0008 House, 6802 Darby Lane Fairfax County 1958 Not Eligible

029-5932-0009 House, 6803 Darby Lane Fairfax County 1958 Not Eligible

029-5932-0010 House, 6804 Darby lane Fairfax County 1958 Not Eligible

029-5932-0011 House, 6806 Darby Lane Fairfax County 1958 Not Eligible

029-5932-0012 House, 6808 Darby Lane Fairfax County 1958 Not Eligible

029-5932-0013 House, 6809 Darby Lane Fairfax County 1958 Not Eligible

029-5932-0014 House, 6811 Darby Lane Fairfax County 1958 Not Eligible

029-5932-0015 House, 6814 Darby Lane Fairfax County 1958 Not Eligible

029-5932-0016 House, 6701 Jerome Street Fairfax County 1959 Not Eligible

029-5932-0017 House, 6703 Jerome Street Fairfax County 1958 Not Eligible

029-5932-0018 House, 6704 Jerome Street Fairfax County 1958 Not Eligible

029-5932-0019 House, 6705 Jerome Street Fairfax County 1958 Not Eligible
 

Page 6 

801 E. Main Street, Suite 1000

Richmond, VA 23219

SEGMENT 3 (FRLO) / SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS

DHR 

Number Name County Date of Construction

DC2RVA Project Team 

Recommendation

029-5932-0020 House, 6707 Jerome Street Fairfax County 1958 Not Eligible

029-5932-0021 House, 6708 Jerome Street Fairfax County 1958 Not Eligible

029-5932-0022 House, 6709 Jerome Street Fairfax County 1958 Not Eligible

029-5932-0023 House, 6710 Jerome Street Fairfax County 1959 Not Eligible

029-5932-0024 House, 6711 Jerome Street Fairfax County 1958 Not Eligible

029-5932-0025 House, 6700 Ruskin Street Fairfax County 1959 Not Eligible

029-5932-0026 House, 6702 Ruskin Street Fairfax County 1959 Not Eligible

029-5932-0027 House, 6703 Ruskin Street Fairfax County 1958 Not Eligible

029-5932-0028 House, 6704 Ruskin Street Fairfax County 1958 Not Eligible

029-5932-0029 House, 6706 Ruskin Street Fairfax County 1958 Not Eligible

029-5932-0030 House, 6707 Ruskin Street Fairfax County 1958 Not Eligible

029-5932-0031 House, 6708 Ruskin Street Fairfax County 1958 Not Eligible

029-5932-0032 House, 6709 Ruskin Street Fairfax County 1958 Not Eligible

029-5933

Industrial Building, R.E. Lee 

Electric Co., 8207 Backlick 

Road

Fairfax County 1960 Not Eligible

029-5934 House, 7113 Barry Road Fairfax County ca. 1950 Not Eligible

029-5935 House, 6496 Windham Avenue Fairfax County 1953 Not Eligible

029-5936 House, 6497 Windham Avenue Fairfax County 1953 Not Eligible

029-5937 House, 6500 Windham Avenue Fairfax County 1962 Not Eligible

029-5938 House, 6505 Windham Avenue Fairfax County 1952 Not Eligible

029-5939 House, 6512 Windham Avenue Fairfax County 1953 Not Eligible

029-5940 House, 6516 Windham Avenue Fairfax County 1955 Not Eligible

029-5941 House, 6524 Windham Avenue Fairfax County 1959 Not Eligible

029-5942 House, 6531 Windham Avenue Fairfax County 1952 Not Eligible
 

Page 7 

801 E. Main Street, Suite 1000

Richmond, VA 23219

SEGMENT 3 (FRLO) / SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS

DHR 

Number Name County Date of Construction

DC2RVA Project Team 

Recommendation

029-5943 House, 6423 Melia Street Fairfax County 1957 Not Eligible

029-5944 House, 6425 Fleet Drive Fairfax County 1953 Not Eligible

029-5945 House, 6431 Fleet Drive Fairfax County 1952 Not Eligible

029-5946 House, 6501 Fleet Drive Fairfax County 1952 Not Eligible

029-5947 House, 6505 Fleet Drive Fairfax County 1952 Not Eligible

029-5948 House, 6509 Fleet Drive Fairfax County 1952 Not Eligible

029-5949 House, 6513 Fleet Drive Fairfax County 1952 Not Eligible

029-5950 House, 6251 Wills Street Fairfax County 1952 Not Eligible

029-5951 House, 6263 Wills Street Fairfax County 1952 Not Eligible

029-5952 House, 6274 Wills Street Fairfax County 1952 Not Eligible

029-5953 House, 6278 Wills Street Fairfax County 1952 Not Eligible

029-5954 House, 6282 Wills Street Fairfax County 1952 Not Eligible

029-5955 House, 6283 Wills Street Fairfax County 1952 Not Eligible

029-5956 House, 6286 Wills Street Fairfax County 1952 Not Eligible

029-5957 House, 6289 Wills Street Fairfax County 1952 Not Eligible

029-5958 House, 6290 Wills Street Fairfax County 1952 Not Eligible

029-5959 Quonset Hut, 7821-A Loisdale 

Drive

Fairfax County 1949 Not Eligible
DCTo 

RICHMOND 

801 E. Main Street, Suite 1000 

Richmond, VA 23219 

SOUTHEAST HIGH SPEED RAIL 

The Virginia SHPO concurs that the following resources are not individually eligible for the NRHP, as 

recorded during the DC2RVA/Segment 3 study (DHR #2014-0666): 

029-0140 Newington Railroad Station 

029-5876 GSA Warehouse Property, Parr-Franconia Warehouse, Franconia-Springfield 

Parkway 

029-5932 Loisdale Estates Historic District 

029-5932-0001 House, 6801 Lois Drive 

029-5932-0002 House, 6803 Lois Drive 

029-5932-0003 House, 6804 Lois Drive 

029-5932-0004 House, 6805 Lois Drive 

029-5932-0005 House, 6807 Lois Drive 

029-5932-0006 House, 6808 Lois Drive 

029-5932-0007 House, 6800 Darby Lane 

029-5932-0008 House, 6802 Darby Lane 

029-5932-0009 House, 6803 Darby Lane 

029-5932-0010 House, 6804 Darby lane 

029-5932-0011 House, 6806 Darby Lane 

029-5932-0012 House, 6808 Darby Lane 

029-5932-0013 House, 6809 Darby Lane 

029-5932-0014 House, 6811 Darby Lane 

029-5932-0015 House, 6814 Darby Lane 

029-5932-0016 House, 6701 Jerome Street 

029-5932-0017 House, 6703 Jerome Street 

029-5932-0018 House, 6704 Jerome Street 

029-5932-0019 House, 6705 Jerome Street 

029-5932-0020 House, 6707 Jerome Street 

029-5932-0021 House, 6708 Jerome Street 

029-5932-0022 House, 6709 Jerome Street 

029-5932-0023 House, 6710 Jerome Street 

029-5932-0024 House, 6711 Jerome Street 

029-5932-0025 House, 6700 Ruskin Street 

029-5932-0026 House, 6702 Ruskin Street 

029-5932-0027 House, 6703 Ruskin Street 

029-5932-0028 House, 6704 Ruskin Street 

029-5932-0029 House, 6706 Ruskin Street 

029-5932-0030 House, 6707 Ruskin Street 

• DIIP"f• ·"" 

~ U.S. Department otTransporlalion Federal Railroad Administration lllrglnl1Departmentofftall;,ndPubh<Trari.poruuon 

Page3 
DCTo 

RICHMOND 

SOUTHEAST HIGH SPEED RAIL 

029-5932-0031 House, 6708 Ruskin Street 

029-5932-0032 House, 6709 Ruskin Street 

801 E. Main Street, Suite 1000 

Richmond, VA 23219 

029-5933 Industrial Building, R.E. Lee Electric Co., 8207 Backlick Road 

029-5934 

029-5935 

029-5936 

029-5937 

029-5938 

029-5939 

029-5940 

029-5941 

029-5942 

029-5943 

029-5944 

029-5945 

029-5946 

029-5947 

029-5948 

029-5949 

029-5950 

029-5951 

029-5952 

029-5953 

029-5954 

029-5955 

029-5956 

029-5957 

029-5958 

House, 7113 Barry Road 

House, 6496 Windham Avenue 

House, 6497 Windham Avenue 

House, 6500 Windham Avenue 

House, 6505 Windham Avenue 

House, 6512 Windham Avenue 

House, 6516 Windham Avenue 

House, 6524 Windham Avenue 

House, 6531 Windham Avenue 

House, 6423 Melia Street 

House, 6425 Fleet Drive 

House, 6431 Fleet Drive 

House, 6501 Fleet Drive 

House, 6505 Fleet Drive 

House, 6509 Fleet Drive 

House, 6513 Fleet Drive 

House, 6251 Wills Street 

House, 6263 Wills Street 

House, 6274 Wills Street 

House, 6278 Wills Street 

House, 6282 Wills Street 

House, 6283 Wills Street 

House, 6286 Wills Street 

House, 6289 Wills Street 

House, 6290 Wills Street 

Quonset Hut, 7821-A Loisdale Drive 

2.2~l(., 

Date 

•DRP-F• A U.S. Department of Transportation 

~ Federal Railroad Administration Page4